WO2014157683A1 - 車両用ブレーキシステム - Google Patents

車両用ブレーキシステム Download PDF

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Publication number
WO2014157683A1
WO2014157683A1 PCT/JP2014/059324 JP2014059324W WO2014157683A1 WO 2014157683 A1 WO2014157683 A1 WO 2014157683A1 JP 2014059324 W JP2014059324 W JP 2014059324W WO 2014157683 A1 WO2014157683 A1 WO 2014157683A1
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WO
WIPO (PCT)
Prior art keywords
braking force
wheel
brake
lock control
slip
Prior art date
Application number
PCT/JP2014/059324
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
植野　眞之
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2015508799A priority Critical patent/JP6040306B2/ja
Priority to AU2014244937A priority patent/AU2014244937B2/en
Priority to MX2015013553A priority patent/MX348398B/es
Priority to CA2904495A priority patent/CA2904495C/en
Priority to BR112015024404A priority patent/BR112015024404A2/pt
Priority to EP14776251.2A priority patent/EP2979941B1/de
Priority to US14/773,895 priority patent/US10358037B2/en
Priority to CN201480014166.7A priority patent/CN105189220B/zh
Publication of WO2014157683A1 publication Critical patent/WO2014157683A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/142—Systems with master cylinder
    • B60T13/145—Master cylinder integrated or hydraulically coupled with booster
    • B60T13/146—Part of the system directly actuated by booster pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/465—Slip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/602—ABS features related thereto
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle brake system.
  • Patent Document 1 discloses a braking force control device that uses both mechanical braking force (friction braking force) and regenerative braking force, and further improves the stability of the vehicle during braking by ABS (anti-lock braking system) control. Has been.
  • the ABS device is activated.
  • the ABS device controls the attitude of the vehicle by adjusting the friction braking force. Therefore, the regenerative braking force is reduced when the ABS device is operated, thereby stopping the generation of the regenerative braking force. Then, the ABS device reduces the friction braking force so as to recover the wheel slip.
  • the ABS device is configured to stabilize the vehicle by increasing or decreasing the friction braking force. For this reason, for example, when the slip of the wheel recovers and the friction braking force increases, the regenerative braking force reduced during the operation of the ABS device and the generation of the braking force that complements the friction braking force reduced by the operation of the ABS device are generated. Necessary. If the braking force is not supplemented, the braking force generated in the vehicle may be insufficient for the required braking force requested by the driver.
  • the present invention provides a vehicle that can use both the friction braking force generated by the electric brake means and the regenerative braking force generated by the regenerative braking means, and reduce the braking force shortage when the anti-lock control is activated due to slippage on the wheels.
  • An object is to provide a brake system for a vehicle.
  • the present invention is provided in a vehicle having wheels including drive wheels that are rotationally driven by an electric motor, and supplies an operating pressure generated in hydraulic fluid by an electric brake actuator to a wheel cylinder to increase a friction braking force.
  • Electric brake means to be applied to the wheel regenerative brake means to apply a regenerative braking force generated by the electric motor to the driving wheel, and anti-lock control to increase or decrease the friction braking force to eliminate the wheel slip
  • an anti-lock control means maintains the state where the regenerative braking force is applied to the drive wheels when it is determined that at least one slip wheel has occurred and the anti-lock control is activated. To do.
  • the anti-lock control in a vehicle brake system capable of applying friction braking force and regenerative braking force to a wheel, when at least one slip wheel is generated, the anti-lock control is operated while the regenerative braking force is applied to the drive wheel. Can be made.
  • the anti-lock control when the anti-lock control is activated, the friction braking force and the regenerative braking force are applied to the wheels, and the anti-lock control is performed so that the braking force is generated without being insufficient in the required braking force requested by the driver. Can be activated.
  • the antilock control means of the present invention is characterized in that the operating pressure is increased or decreased by the electric brake actuator during the operation of the antilock control.
  • the operating pressure can be increased or decreased with the electric brake actuator during the operation of the antilock control. Therefore, the friction braking force applied to the wheels is adjusted by the electric brake actuator.
  • the antilock control means of the vehicle brake system of the present invention is characterized in that the regenerative braking force is maintained constant during the operation of the antilock control.
  • the regenerative braking force applied to the drive wheels is kept constant. Accordingly, the regenerative braking force can be used together when the antilock control is activated, and the braking force shortage when the antilock control is activated can be reduced.
  • the antilock control means of the vehicle brake system according to the present invention may be configured to control the frictional braking force equivalent to the friction braking force applied to the non-drive wheels that are not the drive wheels among the wheels during the operation of the antilock control.
  • the power is reduced from the regenerative braking force applied to the drive wheel.
  • the anti-lock control means of the vehicle brake system supplies the operating pressure to the wheel cylinder provided in the slip wheel when it is determined that the slip ratio of the slip wheel has become equal to or less than the predetermined value. Opening / closing means of the supply path is opened to supply the operating pressure from the supply path to the wheel cylinder, thereby increasing the friction braking force applied to the slip wheel, and applied to the drive wheel by the regenerative brake means. The regenerative braking force is reduced.
  • the friction braking force can be increased, and further, the regenerative braking force applied to the drive wheel can be reduced. Therefore, it is possible to prevent an excessive braking force from being applied to the wheels.
  • the anti-lock control means of the vehicle brake system opens the supply passage opening / closing means for supplying the operating pressure to the wheel cylinder provided in the slip wheel during the operation of the anti-lock control. Supplying the operating pressure from the road to the wheel cylinder to increase the friction braking force applied to the slip wheel and reducing the regenerative braking force applied to the drive wheel by the regenerative braking means; It is characterized by.
  • the friction braking force can be increased and the regenerative braking force can be decreased during the operation of the anti-lock control by the anti-lock control means. Therefore, it is possible to prevent an excessive braking force from being applied to the wheel during the operation of the antilock control.
  • a vehicle that uses both the friction braking force generated by the electric brake means and the regenerative braking force generated by the regenerative brake means, and can reduce deficiencies in the braking force when the anti-lock control is activated due to slipping on the wheels.
  • Brake system can be provided.
  • FIG. 1 is a schematic configuration diagram of a vehicle brake system.
  • A is a figure which shows the friction braking force provided to a driving wheel and a non-driving wheel
  • (b) is a figure which shows the state by which the regenerative braking force was provided to the driving wheel.
  • A) is a graph showing changes in vehicle speed during braking
  • (b) is a graph showing changes in friction braking force generated in the vehicle
  • (c) is a graph showing changes in regenerative braking force generated in the vehicle. It is a figure which shows an example of the pattern which reduces regenerative braking force.
  • FIG. 1 is a schematic configuration diagram of a vehicle brake system according to an embodiment of the present invention.
  • FIG. 2A is a diagram showing the friction braking force applied to the driving wheel and the non-driving wheel
  • FIG. 2B is a diagram showing a state where the regenerative braking force is applied to the driving wheel.
  • the left drawing (DW) shows the driving wheel
  • the right drawing (N-DW) shows the non-driving wheel.
  • the vertical axis represents the braking force (BF).
  • the vehicle brake system 10 shown in FIG. 1 has a by-wire type brake system that transmits an electric signal to operate the brake for normal use, and hydraulic pressure (brake fluid for use at the time of fail safe). Pressure) and a conventional hydraulic brake system for operating the brake.
  • the vehicle brake system 10 basically operates the hydraulic pressure according to the input of the operation when the brake operation unit such as the brake pedal 12 is operated by the driver.
  • a hydraulic pressure generating device (input device 14) for generating brake fluid as a fluid
  • a pedal stroke sensor St (Sens.) For measuring an operation amount (stroke) when the brake pedal 12 is depressed, and each wheel ( Electricity that generates working pressure (brake fluid pressure) supplied to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the right front wheel WFR, left rear wheel WRL, right rear wheel WRR, left front wheel WFL) as hydraulic fluid (brake fluid).
  • a brake actuator (motor cylinder device 16) and a vehicle behavior stabilizing device 18 (hereinafter referred to as VSA (hereinafter referred to as VSA) That over cycle stability assist) device 18, VSA; it is configured to include a registered trademark) and a separate.
  • VSA vehicle behavior stabilizing device 18
  • VSA device 18 are connected by, for example, a pipe line (hydraulic pressure path) formed of a pipe material such as a hose or a tube, and a by-wire type brake.
  • a pipe line hydroaulic pressure path
  • the input device 14 and the motor cylinder device 16 are electrically connected by a harness (not shown).
  • connection port 20a of the input device 14 and the connection point A1 are connected by the first piping tube 22a with reference to the connection point A1 in FIG. 1 (slightly below the center).
  • the output port 24a of the motor cylinder device 16 and the connection point A1 are connected by the second piping tube 22b, and the introduction port 26a of the VSA device 18 and the connection point A1 are connected by the third piping tube 22c.
  • connection point A2 With reference to the other connection point A2 in FIG. 1, the other connection port 20b of the input device 14 and the connection point A2 are connected by the fourth piping tube 22d, and the other output port 24b of the motor cylinder device 16
  • the connection point A2 is connected by the fifth piping tube 22e, and the other introduction port 26b of the VSA device 18 and the connection point A2 are connected by the sixth piping tube 22f.
  • the VSA device 18 is provided with a plurality of outlet ports 28a to 28d.
  • the first outlet port 28a is connected to the wheel cylinder 32FR of the disc brake mechanism 30a provided on the right front wheel WFR by the seventh piping tube 22g.
  • the second outlet port 28b is connected to a wheel cylinder 32RL of the disc brake mechanism 30b provided on the left rear wheel WRL by an eighth piping tube 22h.
  • the third outlet port 28c is connected to the wheel cylinder 32RR of the disc brake mechanism 30c provided on the right rear wheel WRR by the ninth piping tube 22i.
  • the fourth outlet port 28d is connected to a wheel cylinder 32FL of the disc brake mechanism 30d provided on the left front wheel WFL by a tenth piping tube 22j.
  • the brake fluid is supplied to the wheel cylinders 32FR, 32RL, 32RR, 32FL of the disc brake mechanisms 30a-30d by the piping tubes 22g-22j connected to the outlet ports 28a-28d, and the wheel cylinders 32FR, 32FR, As the brake fluid pressure in 32RL, 32RR, and 32FL increases, each wheel cylinder 32FR, 32RL, 32RR, and 32FL is operated, and the corresponding wheel (right front wheel WFR, left rear wheel WRL, right rear wheel WRR, left front wheel). WFL) increases the frictional force, and braking force is applied.
  • the braking force generated by increasing the brake fluid pressure in each of the wheel cylinders 32FR, 32RL, 32RR, 32FL is hereinafter referred to as a friction braking force Poil.
  • Each of the right front wheel WFR, the left rear wheel WRL, the right rear wheel WRR, and the left front wheel WFL is provided with wheel speed sensors 35a, 35b, 35c, and 35d (S) for detecting the wheel speed, respectively.
  • Measurement signals generated by 35a, 35b, 35c, and 35d measuring the wheel speed of each wheel are input to the control means 150 (Cont.).
  • the vehicle brake system 10 of the present embodiment includes the electric motor 200 such as a hybrid vehicle using an engine (internal combustion engine) and the electric motor 200 (Mot.) As power sources, and an electric vehicle using only the electric motor 200 as a power source. It can be mounted on a vehicle provided as a power source.
  • the electric motor 200 is provided in the vehicle so as to drive, for example, two front wheels (the right front wheel WFR and the left front wheel WFL). In this case, the two front wheels are drive wheels, and the two rear wheels (left rear wheel WRL, right rear wheel WRR) are non-drive wheels.
  • a regenerative control device 201 (RGcont.) Is connected to the electric motor 200.
  • the regenerative control device 201 has a function of charging the battery 202 (Batt.) With electric power (regenerative power) generated by the electric motor 200 with torque input from the drive wheels, and is controlled by a command input from the control means 150.
  • the regenerative control device 201 switches the electric motor 200 to “generator” and the electric motor It functions to charge the battery 202 (Batt.) With the regenerative power generated by the 200.
  • the regenerative control device 201 can adjust the strength of the regenerative braking force Pmot by the electric motor 200 by changing the field current supplied to the electric motor 200 and adjusting the amount of electric power generated by the electric motor 200, for example. Composed. From this, in this embodiment, a regenerative brake means is comprised including the control means 150, the electric motor 200, and the regeneration control apparatus 201. FIG. Note that the regenerative control device 201 may control the electric motor 200 to generate the regenerative braking force Pmot using a known technology.
  • the input device 14 includes a tandem master cylinder 34 that can generate hydraulic pressure in the brake fluid by the driver operating the brake pedal 12, and a reservoir (first reservoir 36) attached to the master cylinder 34.
  • a tandem master cylinder 34 that can generate hydraulic pressure in the brake fluid by the driver operating the brake pedal 12, and a reservoir (first reservoir 36) attached to the master cylinder 34.
  • two pistons (secondary piston 40a and primary piston 40b) spaced apart by a predetermined distance along the axial direction of the cylinder tube 38 are slidably disposed.
  • the secondary piston 40 a is disposed close to the brake pedal 12 and is connected to the brake pedal 12 via the push rod 42. Further, the primary piston 40b is arranged farther from the brake pedal 12 than the secondary piston 40a.
  • a pair of ring-shaped cup seals 44Pa and 44Pb slidably contacting the outer periphery of the primary piston 40b
  • a pair of ring-shaped cup seals 44Sa and 44Sb slidably contacting the outer periphery of the secondary piston 40a.
  • a spring member 50a is disposed between the secondary piston 40a and the primary piston 40b
  • another spring member 50b is disposed between the primary piston 40b and the side end portion 38a on the closed end side of the cylinder tube 38.
  • a guide rod 48b extends from the side end 38a of the cylinder tube 38 along the sliding direction of the primary piston 40b, and the primary piston 40b slides while being guided by the guide rod 48b.
  • a guide rod 48a extends from the end of the primary piston 40b on the secondary piston 40a side along the sliding direction of the secondary piston 40a, and the secondary piston 40a slides while being guided by the guide rod 48a.
  • the secondary piston 40a and the primary piston 40b are connected by a guide rod 48a and arranged in series. Details of the guide rods 48a and 48b will be described later.
  • the cylinder tube 38 of the master cylinder 34 has two supply ports (second supply port 46a and first supply port 46b), two relief ports (second relief port 52a and first relief port 52b), Two output ports 54a and 54b are provided.
  • the second supply port 46a, the first supply port 46b, the second relief port 52a, and the first relief port 52b are provided so as to join and communicate with a reservoir chamber (not shown) in the first reservoir 36, respectively.
  • the pair of cup seals 44Sa and 44Sb that are in sliding contact with the outer periphery of the secondary piston 40a are disposed with the second relief port 52a interposed in the sliding direction of the secondary piston 40a.
  • the pair of cup seals 44Pa and 44Pb slidably in contact with the outer periphery of the primary piston 40b is disposed with the first relief port 52b interposed in the sliding direction of the primary piston 40b.
  • a second pressure chamber 56a and a first pressure chamber 56b that generate a hydraulic pressure corresponding to the depression force that the driver steps on the brake pedal 12 are provided.
  • the second pressure chamber 56a is provided so as to communicate with the connection port 20a via the second hydraulic pressure path 58a
  • the first pressure chamber 56b communicates with the other connection port 20b via the first hydraulic pressure path 58b.
  • a space between the first pressure chamber 56b and the second pressure chamber 56a is liquid-tightly sealed by a pair of cup seals 44Pa and 44Pb.
  • the brake pedal 12 side of the second pressure chamber 56a is liquid-tightly sealed by a pair of cup seals 44Sa and 44Sb.
  • the first pressure chamber 56b is configured to generate a hydraulic pressure corresponding to the displacement of the primary piston 40b
  • the second pressure chamber 56a is configured to generate a hydraulic pressure corresponding to the displacement of the secondary piston 40a.
  • the secondary piston 40 a is connected to the brake pedal 12 via the push rod 42 and is displaced in the cylinder tube 38 with the operation of the brake pedal 12. Further, the primary piston 40b is displaced by the hydraulic pressure generated in the second pressure chamber 56a by the displacement of the secondary piston 40a. That is, the primary piston 40b is displaced in response to the secondary piston 40a.
  • a pressure sensor Pm is disposed on the upstream side of the second hydraulic pressure path 58a, and a normally open type is provided on the downstream side of the second hydraulic pressure path 58a.
  • a second shut-off valve 60a composed of a (normally open) solenoid valve is provided. The pressure sensor Pm measures the hydraulic pressure upstream of the second shutoff valve 60a on the master cylinder 34 side on the second hydraulic pressure path 58a.
  • a first shutoff valve 60b composed of a normally open type (normally open type) solenoid valve is provided.
  • a pressure sensor Pp is provided on the downstream side of the first hydraulic pressure path 58b. This pressure sensor Pp measures the hydraulic pressure downstream of the wheel cylinders 32FR, 32RL, 32RR, 32FL from the first shutoff valve 60b on the first hydraulic pressure path 58b.
  • the normal open in the second shut-off valve 60a and the first shut-off valve 60b is a valve configured such that the normal position (the position of the valve body when not energized) is in the open position (normally open).
  • the second shut-off valve 60 a and the first shut-off valve 60 b respectively show valve closed states in which solenoids are energized and valve bodies (not shown) are activated.
  • a branch hydraulic pressure path 58c branched from the first hydraulic pressure path 58b is provided in the first hydraulic pressure path 58b between the master cylinder 34 and the first shutoff valve 60b, and the branched hydraulic pressure path 58c includes A third shut-off valve 62 composed of a normally closed type (normally closed type) solenoid valve and a stroke simulator 64 are connected in series.
  • the normal close in the third shut-off valve 62 refers to a valve configured such that the normal position (the position of the valve body when not energized) is in the closed position (normally closed).
  • the third shut-off valve 62 shows a valve open state in which a solenoid (not shown) is actuated by energizing a solenoid.
  • the stroke simulator 64 is a device that gives a stroke and reaction force to the depression operation of the brake pedal 12 during the by-wire control, and makes the driver feel as if braking force is generated by the depression force.
  • the first hydraulic pressure path 58b is disposed closer to the master cylinder 34 than the first shutoff valve 60b.
  • the stroke simulator 64 is provided with a hydraulic pressure chamber 65 communicating with the branch hydraulic pressure path 58c, and brake fluid (brake fluid) led out from the first pressure chamber 56b of the master cylinder 34 via the hydraulic pressure chamber 65 is provided. ) Is provided so as to be absorbable.
  • the stroke simulator 64 is a simulator that is urged by a first return spring 66a having a high spring constant, a second return spring 66b having a low spring constant, and the first and second return springs 66a and 66b arranged in series.
  • a piston 68, the pedal reaction force of the brake pedal 12 is set to be low when the brake pedal 12 is depressed, and the pedal reaction force of the brake pedal 12 is set high when the brake pedal 12 is depressed late. It is provided to be equivalent to the pedal feeling when the stepping operation is performed. That is, the stroke simulator 64 is configured to generate a reaction force corresponding to the hydraulic pressure of the brake fluid derived from the first pressure chamber 56 b and to apply the reaction force to the brake pedal 12 via the master cylinder 34. . Details of the master cylinder 34 will be described later.
  • the hydraulic pressure path is roughly divided into a second hydraulic pressure system 70a that connects the second pressure chamber 56a of the master cylinder 34 and the plurality of wheel cylinders 32FR, 32RL, a first pressure chamber 56b of the master cylinder 34, and a plurality of pressure paths.
  • the first hydraulic system 70b is connected to the wheel cylinders 32RR and 32FL.
  • the second hydraulic system 70a includes a second hydraulic path 58a that connects the output port 54a of the master cylinder 34 (cylinder tube 38) and the connection port 20a in the input device 14, and the connection port 20a of the input device 14 and the motor cylinder.
  • Piping tubes 22a and 22b connecting the output port 24a of the device 16, piping tubes 22b and 22c connecting the output port 24a of the motor cylinder device 16 and the introduction port 26a of the VSA device 18, and a lead-out port of the VSA device 18 28a, 28b and pipe tubes 22g, 22h connecting the wheel cylinders 32FR, 32RL, respectively.
  • the first hydraulic system 70b includes a first hydraulic path 58b that connects the output port 54b of the master cylinder 34 (cylinder tube 38) in the input device 14 and the other connection port 20b, and another connection port of the input device 14.
  • Piping tubes 22d and 22e for connecting 20b and the output port 24b of the motor cylinder device 16
  • piping tubes 22e and 22f for connecting the output port 24b of the motor cylinder device 16 and the introduction port 26b of the VSA device 18
  • the motor cylinder device 16 includes an electric motor (electric motor 72), an actuator mechanism 74, and a cylinder mechanism 76 that is urged by the actuator mechanism 74.
  • the actuator mechanism 74 is provided on the output shaft 72 b side of the electric motor 72, and a gear mechanism (deceleration mechanism) 78 that transmits a rotational driving force of the electric motor 72 through meshing of a plurality of gears.
  • the ball screw structure 80 includes a ball screw shaft 80a and a ball 80b that move forward and backward along the axial direction when the rotational driving force is transmitted.
  • the ball screw structure 80 is housed in the mechanism housing portion 173 a of the actuator housing 172 together with the gear mechanism 78.
  • the cylinder mechanism 76 includes a substantially cylindrical cylinder body 82 and a second reservoir 84 attached to the cylinder body 82.
  • the second reservoir 84 is connected to the first reservoir 36 attached to the master cylinder 34 of the input device 14 by a piping tube 86, and the brake fluid stored in the first reservoir 36 is passed through the piping tube 86 to the second reservoir 84.
  • 84 is provided so as to be supplied in the inside.
  • the piping tube 86 may be provided with a tank for storing brake fluid.
  • An open end (open end) of the cylinder body 82 having a substantially cylindrical shape is fitted into an actuator housing 172 including a housing body 172F and a housing cover 172R, and the cylinder body 82 and the actuator housing 172 are coupled to each other.
  • a cylinder device 16 is configured.
  • a second slave piston 88a and a first slave piston 88b that are spaced apart from each other by a predetermined distance along the axial direction of the cylinder body 82 are slidably disposed.
  • the second slave piston 88a is disposed in the vicinity of the ball screw structure 80, contacts the one end of the ball screw shaft 80a, and is displaced integrally with the ball screw shaft 80a in the direction of the arrow X1 or X2.
  • the first slave piston 88b is arranged farther from the ball screw structure 80 side than the second slave piston 88a.
  • the electric motor 72 in the present embodiment is configured to be covered with a motor casing 72a formed separately from the cylinder body 82, and the output shaft 72b slides between the second slave piston 88a and the first slave piston 88b. It arrange
  • the rotational drive of the output shaft 72b is transmitted to the ball screw structure 80 via the gear mechanism 78.
  • the gear mechanism 78 is, for example, a third gear 78a that is attached to the output shaft 72b of the electric motor 72 and a ball 80b that moves the ball screw shaft 80a back and forth in the axial direction about the axis of the ball screw shaft 80a.
  • the gear 78c is composed of three gears, a second gear 78b that transmits the rotation of the first gear 78a to the third gear 78c, and the third gear 78c rotates around the axis of the ball screw shaft 80a.
  • the actuator mechanism 74 in the present embodiment converts the rotational driving force of the output shaft 72b of the electric motor 72 into the advancing / retreating driving force (linear driving force) of the ball screw shaft 80a by the structure described above.
  • a pair of slave cup seals 90a and 90b are mounted on the outer peripheral surface of the first slave piston 88b via an annular stepped portion.
  • a first back chamber 94b communicating with a reservoir port 92b described later is formed between the pair of slave cup seals 90a and 90b.
  • a second return spring 96a is disposed between the second and first slave pistons 88a and 88b, and a first return spring 96b is provided between the first slave piston 88b and the side end of the cylinder body 82. Is disposed.
  • An annular guide piston 90c that seals between the outer peripheral surface of the second slave piston 88a and the mechanism housing portion 173a in a fluid-tight manner and guides the second slave piston 88a so as to be movable in the axial direction.
  • the cylinder body 82 is provided as a seal member behind the second slave piston 88a. It is preferable that a slave cup seal (not shown) is attached to the inner peripheral surface of the guide piston 90c through which the second slave piston 88a penetrates, and the second slave piston 88a and the guide piston 90c are liquid-tightly configured. Further, a slave cup seal 90b is attached to the front outer peripheral surface of the second slave piston 88a via an annular step portion.
  • the brake fluid filled in the cylinder body 82 is sealed in the cylinder body 82 by the guide piston 90c and does not flow into the actuator housing 172 side.
  • a second back chamber 94a communicating with a reservoir port 92a described later is formed between the guide piston 90c and the slave cup seal 90b.
  • the cylinder body 82 of the cylinder mechanism 76 is provided with two reservoir ports 92a and 92b and two output ports 24a and 24b.
  • the reservoir port 92a (92b) is provided so as to communicate with a reservoir chamber (not shown) in the second reservoir 84.
  • a second hydraulic pressure chamber 98a for controlling the brake hydraulic pressure output from the output port 24a to the wheel cylinders 32FR, 32RL side, and the other output port 24b to the wheel cylinders 32RR, 32FL side.
  • a first hydraulic pressure chamber 98b for controlling the output brake hydraulic pressure is provided.
  • the second back chamber 94a, the first back chamber 94b, the second hydraulic chamber 98a, and the first hydraulic chamber 98b in which the brake fluid is sealed are brake fluid sealing portions in the cylinder body 82.
  • the guide piston 90c which functions as a seal member, is partitioned liquid-tight (air-tight) from the mechanism housing portion 173a of the actuator housing 172. Note that the method of attaching the guide piston 90c to the cylinder body 82 is not limited. For example, the guide piston 90c may be attached with a circlip (not shown).
  • a regulating means for regulating the maximum stroke (maximum displacement distance) and the minimum stroke (minimum displacement distance) of the second slave piston 88a and the first slave piston 88b between the second slave piston 88a and the first slave piston 88b. 100 is provided. Further, the first slave piston 88b is provided with a stopper pin 102 that restricts the sliding range of the first slave piston 88b and prevents an overreturn to the second slave piston 88a side. At the time of backup braking at 34, when one system fails, the other system is prevented from failing.
  • the VSA device 18 is a known one, and a second brake system that controls a second hydraulic system 70a connected to the disc brake mechanisms 30a, 30b (wheel cylinders 32FR, 32RL) of the right front wheel WFR and the left rear wheel WRL. 110a and a first brake system 110b for controlling the first hydraulic system 70b connected to the disc brake mechanisms 30c, 30d (wheel cylinders 32RR, 32FL) of the right rear wheel WRR and the left front wheel WFL.
  • the second brake system 110a is composed of a hydraulic system connected to a disc brake mechanism provided on the left front wheel WFL and the right front wheel WFR, and the first brake system 110b is connected to the right rear wheel WRR and the left rear wheel WRL.
  • a hydraulic system connected to the provided disc brake mechanism may be used.
  • the second brake system 110a includes a hydraulic system connected to a disc brake mechanism provided on the right front wheel WFR and the right rear wheel WRR on one side of the vehicle body, and the first brake system 110b includes the left front wheel WFL on the vehicle body side. And a hydraulic system connected to a disc brake mechanism provided on the left rear wheel WRL.
  • the second brake system 110a and the first brake system 110b have the same structure, the corresponding parts in the second brake system 110a and the first brake system 110b are assigned the same reference numerals, and The description of the first brake system 110b will be added in parentheses with a focus on the description of the two brake system 110a.
  • the second brake system 110a (first brake system 110b) has a common pipe line (first common hydraulic pressure path 112 and second common hydraulic pressure path 114) for the wheel cylinders 32FR, 32RL (32RR, 32FL).
  • the first common hydraulic pressure path 112 is a supply path for supplying brake hydraulic pressure to the wheel cylinders 32FR, 32RL (32RR, 32FL).
  • the VSA device 18 includes a regulator valve 116 composed of a normally open type solenoid valve disposed between the introduction port 26a (26b) and the first common hydraulic pressure path 112, and the introduction port disposed in parallel with the regulator valve 116.
  • the first common hydraulic pressure path 1 is arranged in parallel with the 1-in valve 120 from the first outlet port 28a (fourth outlet port 28d) side.
  • a second check valve 122 that permits the flow of brake fluid to the second side (blocks the flow of brake fluid from the first common hydraulic pressure passage 112 side to the first outlet port 28a (fourth outlet port 28d) side);
  • a second in-valve 124 composed of a normally open solenoid valve disposed between the first common hydraulic pressure path 112 and the second outlet port 28b (third outlet port 28c); and in parallel with the second inlet valve 124.
  • the brake fluid is allowed to flow from the second outlet port 28b (third outlet port 28c) side to the first common hydraulic path 112 side (from the first common hydraulic path 112 side to the second outlet port 28b (second And 3rd check valve 126 for preventing the flow of brake fluid to the 3 outlet port 28c) side.
  • the first in-valve 120 and the second in-valve 124 are opening / closing means for opening / closing a pipe line (first common hydraulic path 112) for supplying brake hydraulic pressure to the wheel cylinders 32FR, 32RL, 32RR, 32FL.
  • first in-valve 120 When the first in-valve 120 is closed, the supply of the brake hydraulic pressure from the first common hydraulic path 112 to the wheel cylinders 32FR and 32FL is shut off. Further, when the second in-valve 124 is closed, the supply of the brake hydraulic pressure from the first common hydraulic pressure path 112 to the wheel cylinders 32RR and 32RL is cut off.
  • the VSA device 18 includes a first out valve 128 including a normally closed solenoid valve disposed between the first outlet port 28a (fourth outlet port 28d) and the second common hydraulic pressure path 114,
  • the second out valve 130 formed of a normally closed type solenoid valve disposed between the second outlet port 28b (third outlet port 28c) and the second common hydraulic pressure path 114, and connected to the second common hydraulic pressure path 114 Brake fluid from the second common hydraulic pressure path 114 side to the first common hydraulic pressure path 112 side disposed between the reservoir device 132 and the first common hydraulic pressure path 112 and the second common hydraulic pressure path 114
  • the fourth check valve 134 (which inhibits the flow of brake fluid from the first common hydraulic pressure path 112 side to the second common hydraulic pressure path 114 side), and the fourth check valve
  • the pump 136 is disposed between the first common hydraulic pressure path 112 and supplies the brake fluid from the second common hydraulic pressure path 114 side to the first common hydraulic pressure path 112 side, and is provided before and after the pump 136.
  • the second hydraulic pressure chamber 98a of the motor cylinder device 16 is output from the output port 24a of the motor cylinder device 16 to a pipe line (hydraulic pressure passage) close to the introduction port 26a.
  • a pressure sensor Ph for measuring the brake fluid pressure controlled by. Measurement signals measured by the pressure sensors Pm, Pp, and Ph are input to the control unit 150.
  • the VSA device 18 can also operate antilock control by ABS (antilock brake system). Further, instead of the VSA device 18, a configuration in which an ABS device having only an ABS function is connected may be employed.
  • the motor cylinder device 16 and the VSA device 18 of the present embodiment are controlled by the control means 150.
  • a control unit (not shown) for controlling the VSA device 18 and a control unit (not shown) for controlling the motor cylinder device 16 may be provided.
  • the vehicle brake system 10 is basically configured as described above. Next, the operation and effect will be described.
  • the antilock control may include an EDC (engine drag control) in which the torque of the electric motor 200 (or engine) is controlled. That is, the EDC may be activated when the antilock control is activated.
  • EDC engine drag control
  • the second shut-off valve 60a and the first shut-off valve 60b which are normally open type solenoid valves, are energized to be closed, and the first shut-off valve, which is composed of a normally close type solenoid valve.
  • the three shut-off valve 62 is excited and the valve is opened. Accordingly, since the second hydraulic system 70a and the first hydraulic system 70b are shut off by the second shut-off valve 60a and the first shut-off valve 60b, the hydraulic pressure generated in the master cylinder 34 of the input device 14 is disc brake mechanism. There is no transmission to the wheel cylinders 32FR, 32RL, 32RR, 32FL of 30a to 30d.
  • the hydraulic pressure generated in the first pressure chamber 56b of the master cylinder 34 is transmitted to the hydraulic pressure chamber 65 of the stroke simulator 64 via the branch hydraulic pressure path 58c and the third shut-off valve 62 in the valve open state.
  • the simulator piston 68 is displaced against the spring force of the first and second return springs 66a and 66b by the hydraulic pressure supplied to the hydraulic pressure chamber 65, so that the stroke of the brake pedal 12 is allowed, and the simulation is performed.
  • a typical pedal reaction force is generated and applied to the brake pedal 12. As a result, it is possible to obtain a brake feeling that is comfortable for the driver.
  • the control means 150 determines that the braking is being performed when detecting the depression of the brake pedal 12 by the driver, drives the electric motor 72 of the motor cylinder device 16 to energize the actuator mechanism 74, and 2
  • the second slave piston 88a and the first slave piston 88b are displaced in the direction of the arrow X1 in FIG. 1 against the spring force of the return spring 96a and the first return spring 96b. Due to the displacement of the second slave piston 88a and the first slave piston 88b, the brake fluid in the second fluid pressure chamber 98a and the first fluid pressure chamber 98b is pressurized so as to be balanced to generate a desired brake fluid pressure.
  • control means 150 calculates a depression operation amount of the brake pedal 12 (hereinafter referred to as “brake operation amount” as appropriate) according to a measured value of the pedal stroke sensor St, and based on the brake operation amount,
  • the target brake fluid pressure is set in consideration of the regenerative braking force Pmot, and the set brake fluid pressure is generated in the motor cylinder device 16.
  • the control means 150 calculates a target braking force (required braking force Preq requested by the driver) based on the brake operation amount. For example, if the map indicating the relationship between the brake operation amount and the required braking force Preq is set in advance and stored in a storage unit (such as a ROM described later) of the control unit 150, the control unit 150 refers to the map. By doing so, the required braking force Preq corresponding to the brake operation amount can be calculated.
  • control means 150 gives a command to the regeneration control device 201 (see FIG. 1) connected to the electric motor 200 (see FIG. 1), and the electric power generated by the electric motor 200 is supplied to the battery 202 (see FIG. 1). ) To switch the regenerative control device 201 to charge. Then, the control means 150 calculates a braking force obtained by subtracting the regenerative braking force Pmot generated when the electric motor 200 generates regenerative power from the set required braking force Preq, and the calculated braking force is a target value of the frictional braking force Poil. And Further, the control means 150 sets a brake fluid pressure for generating the target value of the friction braking force Poil.
  • a braking force (engine braking force Pen) by engine braking is applied to the drive wheels (for example, the right front wheel WFR and the left front wheel WFL), so the control means 150 (see FIG. 1). Sets the target value of the friction braking force Poil smaller by an amount corresponding to the engine braking force Pen.
  • the control means 150 performs regenerative control of the electric motor 200 (see FIG. 1) via the regeneration control device 201 (see FIG. 1), and the drive wheel (right side) is shown by the hatched portion.
  • Regenerative braking force Pmot is applied to the front wheel WFR and the left front wheel WFL).
  • the control means 150 controls the motor cylinder device 16 to generate the set brake fluid pressure.
  • the brake fluid pressure generated in the motor cylinder device 16 is supplied to the VSA device 18 from the introduction ports 26a and 26b, and is further supplied from the VSA device 18 to the wheel cylinders 32FR, 32RL, 32RR, and 32FL.
  • Power Poil is applied to all wheels, that is, driving wheels (right front wheel WFR, left front wheel WFL) and non-driving wheels (left rear wheel WRL, right rear wheel WRR).
  • an electric brake means is comprised including the control means 150, the motor cylinder apparatus 16, and each wheel cylinder 32FR, 32RL, 32RR, 32FL.
  • the regenerative braking force Pmot and the friction braking force Poil are applied to the drive wheels (right front wheel WFR, left front wheel WFL), and non-drive wheels (right rear wheel WRR, left rear wheel).
  • the friction braking force Poil is applied to the wheel WRL).
  • the front wheels to which the regenerative braking force Pmot and the friction braking force Poil are applied are the rear wheels to which only the friction braking force Poil is applied. Greater braking force is applied than (right rear wheel WRR, left rear wheel WRL).
  • the control means 150 of the present embodiment includes, for example, a microcomputer and peripheral devices that are configured by a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like (not shown). And the control means 150 is comprised so that CPU may execute the program previously memorize
  • ROM Read Only Memory
  • RAM Random Access Memory
  • the operation amount measuring means for measuring the depression operation amount (brake operation amount) of the brake pedal 12 is not limited to the pedal stroke sensor St, and any sensor that can measure the depression operation amount of the brake pedal 12 may be used.
  • the operation amount measuring means may be a pressure sensor Pm, and the hydraulic pressure measured by the pressure sensor Pm may be converted into a depression operation amount of the brake pedal 12, or the depression operation of the brake pedal 12 may be performed by a depression force sensor (not shown). It may be configured to measure the amount (brake operation amount).
  • the brake hydraulic pressure in the second hydraulic pressure chamber 98a and the first hydraulic pressure chamber 98b in the motor cylinder device 16 is supplied to the disc brake mechanism 30a via the first and second in-valves 120 and 124 in the valve open state of the VSA device 18.
  • wheel cylinders 32FR, 32RL, 32RR, and 32FL are operated to apply a desired braking force to each wheel.
  • the driver when the motor cylinder device 16 that functions as a power hydraulic pressure source, the control means 150 that performs by-wire control, and the like are operable, the driver can use the brake pedal 12.
  • the communication between the master cylinder 34 that generates hydraulic pressure by stepping on and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, and 32FL) that brake each wheel is connected to the second cutoff valve 60a and the first cutoff valve 60b.
  • a so-called brake-by-wire brake system is activated in which the disc brake mechanisms 30a to 30d are operated with the brake fluid pressure generated by the motor cylinder device 16.
  • it can be suitably applied to a vehicle such as an electric vehicle that does not have negative pressure due to an internal combustion engine that has been used for a long time.
  • the pressure is transmitted as brake fluid pressure to the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL), and the disc brake mechanisms 30a to 30d (wheel cylinders 32FR, 32RL, 32RR, 32FL) are operated.
  • the so-called traditional hydraulic brake system becomes active.
  • the control means 150 of the present embodiment transmits the brake fluid pressure to the wheel cylinders (32FR, 32RL, 32RR, 32FL) of the disc brake mechanisms 30a to 30d, and each wheel (right front wheel WFR, left rear wheel WRL, right rear wheel).
  • the wheel speed of each wheel is acquired based on the measurement signal introduced from the wheel speed sensors 35a to 35d, and each wheel speed is determined from the acquired wheel speed. Calculate the slip ratio of the wheel.
  • the control means 150 determines that the slip ratio of at least one wheel is larger than a predetermined value, the anti-lock control is activated.
  • a wheel having a slip ratio larger than a predetermined value is referred to as a “slip wheel”. That is, if the control means 150 determines that at least one slip wheel has occurred, the anti-lock control is activated.
  • a known technique can be used as the technique by which the control means 150 calculates the slip ratio of each wheel.
  • the control means 150 When the anti-lock control is activated, the control means 150 turns on the corresponding in-valve (the first in-valve 120 or the second in-valve 124) so as to cut off the supply of the brake fluid pressure to the disc brake mechanisms 30a to 30d provided in the slip wheels. Close the valve. Further, the control means 150 opens the out valve (the first out valve 128 or the second out valve 130) provided in the same pipe line as the closed in valve so that the closed in valve is disposed. Brake fluid is introduced into the reservoir device 132. As a result, the brake fluid pressure supplied to the wheel cylinders (32FR, 32RL, 32RR, 32FL) connected to the pipe line in which the closed in-valve is disposed is reduced and applied to the wheel provided with the wheel cylinder. The friction braking force Poil decreases. Then, the friction braking force Poil applied to the slip wheel is reduced.
  • the control unit 150 closes the in-valve (the first in-valve 120 or the second in-valve 120).
  • the in-valve 124) is opened, and the closed out valve (the first out valve 128 or the second out valve 130) is closed.
  • the brake fluid pressure supplied to the wheel cylinders (32FR, 32RL, 32RR, 32FL) whose brake fluid pressure is reduced increases, and the friction braking force applied to the wheel (slip wheel) provided with the wheel cylinder.
  • the decrease in the pile is eliminated, and the friction braking force Poil increases (recovers).
  • the anti-lock control means includes the VSA device 18 and the control means 150 that controls the VSA device 18 to activate the anti-lock control.
  • the control unit 150 appropriately drives the pump 136 during the operation of the anti-lock control, and supplies the brake fluid introduced into the reservoir device 132 from the second common hydraulic pressure path 114 to the first common hydraulic pressure path 112. To do.
  • an antilock control means including the electric motor 200 (or engine) and an engine control unit (not shown) may be used.
  • the control means 150 may be configured to adjust the torque of the electric motor 200 (or engine) by giving a command to the engine control unit or the like when the anti-lock control is activated. Further, the control means 150 determines that the friction braking force Poil considering the braking force generated by adjusting the torque of the electric motor 200 (or engine) is applied to each wheel (right front wheel WFR, left rear wheel WRL, right rear wheel WRR, left front wheel WFL).
  • the VSA device 18 may be controlled to be given to the above.
  • FIG. 3A is a graph showing changes in vehicle speed during braking
  • FIG. 3B is a graph showing changes in friction braking force generated in the vehicle
  • FIG. 3C is a change in regenerative braking force generated in the vehicle.
  • the vertical axis indicates the vehicle speed (VC)
  • the horizontal axis indicates time (Tim)
  • the vertical axis indicates the friction braking force Poil
  • the horizontal axis indicates time (Tim).
  • the vertical axis represents the regenerative braking force Pmot
  • the horizontal axis represents time (Tim). Note that the friction braking force Poil shown in FIG. 3B and the regenerative braking force Pmot shown in FIG.
  • the control means 150 when the vehicle is traveling at the vehicle speed V1, when the driver depresses the brake pedal 12 at time t0, the control means 150 requests the required braking force according to the brake operation amount. Preq is calculated. Further, as shown in FIG. 2B, the control means 150 applies a regenerative braking force Pmot and a friction braking force Poil to each wheel (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL). That is, the regenerative braking force Pmot and the friction braking force Poil are used in combination to generate a braking force that becomes the required braking force Preq in the vehicle, thereby reducing the vehicle speed.
  • control means 150 acquires the wheel speed of each wheel based on the measurement signal introduced from the wheel speed sensors 35a to 35d. Then, for example, when it is determined that the slip ratio of one of the wheels has become larger than a predetermined value at time t1 (when it is determined that at least one slip wheel has occurred), the control unit 150 operates the antilock control.
  • the control means 150 replaces the required braking force Preq set based on the brake operation amount with the target value of the friction braking force Poil, and sets the target value (ie The brake fluid pressure for generating the friction braking force Poil as the required braking force Preq) is set, and the motor cylinder device 16 is controlled to generate the set brake fluid pressure.
  • the brake fluid pressure generated in the motor cylinder device 16 increases at time t1, and the brake fluid pressure in the first common fluid pressure path 112 of the VSA device 18 increases.
  • the brake fluid pressure in the first common fluid pressure path 112 rises to a pressure for generating the required braking force Preq assuming that the regenerative braking force Pmot is not generated (illustrated by a thick broken line in FIG. 3B).
  • the control means 150 maintains the regenerative braking force Pmot applied to the drive wheels (the right front wheel WFR and the left front wheel WFL) as it is. Therefore, the regenerative braking force Pmot generated in the vehicle is kept constant (the regenerative braking force Pmot is not reduced). That is, the control means 150 (anti-lock control means) maintains the regenerative braking force Pmot constant during the operation of the anti-lock control.
  • the regenerative braking force Pmot does not decrease even if the motor cylinder device 16 operates and the brake fluid pressure increases.
  • the motor cylinder device 16 increases or decreases the brake fluid pressure (operating pressure). Even if the motor cylinder device 16 increases the brake fluid pressure and the slip ratio of the wheel exceeds a predetermined value, it is possible to prevent the wheel from being locked by the antilock control.
  • the braking force generated by the regenerative braking force Pmot and the frictional braking force Poil may exceed the required braking force Preq.
  • the friction braking force Poil is reduced by the antilock control. Therefore, an excessive braking force is not generated.
  • control means 150 may keep the regenerative braking force Pmot constant without generating brake fluid pressure by the motor cylinder device 16 at time t1. With this configuration, an excessive braking force is not generated as compared with the case where the motor cylinder device 16 increases the brake fluid pressure.
  • control unit 150 generates a friction braking force Poil (a braking force corresponding to the friction braking force Poil) applied to the non-driven wheels (the left rear wheel WRL and the right rear wheel WRR) during the operation of the antilock control.
  • a friction braking force Poil a braking force corresponding to the friction braking force Poil
  • the driving wheel the right front wheel WFR, the left front wheel WFL
  • the regenerative braking force Pmot applied when the antilock control is activated is reduced, and the generation of an excessive braking force is suppressed.
  • control means 150 closes the in-valve (the first in-valve 120 or the second in-valve 124) disposed in the conduit (the first common hydraulic pressure passage 112) that supplies the brake fluid to the slip wheel and the same pipe.
  • the out valve (the first out valve 128 or the second out valve 130) disposed in the path is opened.
  • the control means 150 monitors the wheel speed of each wheel with the measurement signals measured by the wheel speed sensors 35a to 35d, and maintains this state until the wheel speed of the slip wheel becomes the same as the wheel speed of the other wheels.
  • the control means 150 opens the closed in-valve (the first in-valve 120 or the second in-valve 124). Further, the opened out valve (first out valve 128 or second out valve 130) is closed.
  • control means 150 also opens the in-valve and closes the out-valve even when it is determined that the slip of the wheel has been resolved at time t2 before the in-valve or out-valve does not actually open or close (control means 150). Gives a command to open the valve to the in-valve and a command to close the valve to the out-valve).
  • the wheel cylinders (32FR, 32RL, 32RR, 32FL) provided in the pipe line in which the opened in-valve is disposed have a brake maintained at a pressure that generates the required braking force Preq in the first common hydraulic pressure path 112. Hydraulic pressure is supplied. As a result, the brake fluid pressure that generates the required braking force Preq is supplied to the wheel cylinder of the slip wheel.
  • the state at time t2 is a state in which the friction braking force Poil is reduced by the antilock control. Further, it takes a predetermined time for the brake fluid to flow from the first common hydraulic pressure path 112 to the wheel cylinder after the in-valve is opened. For this reason, as shown by a solid line in FIG. 3B, a predetermined delay time Dtim (time from time t2 to time t3) occurs until the friction braking force Poil generated in the vehicle rises to the required braking force Preq. For example, when the control means 150 increases the friction braking force Poil, if the regenerative braking force Pmot is decreased earlier than the increase, the braking force generated in the vehicle becomes smaller than the required braking force Preq.
  • the control means 150 of the present embodiment generates the regenerative braking force Pmot so that the friction braking force Poil compensates for the braking force that is insufficient for the required braking force Preq during the delay time Dtim.
  • the control means 150 generates the regenerative braking force Pmot so that the required braking force Preq is generated in the vehicle by using the friction braking force Poil and the regenerative braking force Pmot together. This suppresses an excessive braking force from being generated when the road surface friction coefficient suddenly changes from a low state (low ⁇ ) to a high friction coefficient (high ⁇ ). Thereafter, the control means 150 decreases the regenerative braking force Pmot until time t3 in accordance with the increase in the friction braking force Poil generated in the vehicle. For example, the control unit 150 gives a command to the regenerative control device 201 to reduce the regenerative braking force Pmot by reducing the amount of regenerative power generated by the electric motor 200.
  • the control means 150 gives a command to the regenerative control device 201 so that the regenerative braking force Pmot decreases along a predetermined pattern.
  • the form (pattern) for reducing the regenerative braking force Pmot at the delay time Dtim is experimentally measured in accordance with the friction braking force Poil generated in the vehicle at time t2 and the brake operation amount (required braking force Preq).
  • the pattern determined in advance and the like may be stored as data in a storage unit (ROM) (not shown) of the control unit 150.
  • a predetermined friction braking force Poil (fixed value) is generated in the vehicle by the operation of the antilock control at the time t2 when the wheel speed of the slip wheel becomes equal to the wheel speed of the other wheels in the state in which the antilock control is activated.
  • the brake operation amount (required braking force Preq) at time t2 and the delay time Dtim required for the friction braking force Poil generated in the vehicle to increase to the required braking force Preq after the in-valve opens at time t2.
  • the relationship can be easily obtained by experimental measurement or the like.
  • a pattern in which the regenerative braking force Pmot gradually decreases so that the delay time Dtim becomes “0” may be determined by experimental measurement or the like for each brake operation amount.
  • FIG. 4 is a diagram illustrating an example of a pattern for reducing the regenerative braking force, where the horizontal axis represents time (Tim) and the vertical axis represents braking force (BF).
  • Tim time
  • BF braking force
  • the pattern for decreasing the regenerative braking force is such that the time from time t2 to time t3 increases as the required braking force Preq at time t2 increases, and the time t2 increases as the required braking force Preq increases.
  • the regenerative braking force Pmot is reduced to “0” over a long time.
  • the pattern for decreasing the regenerative braking force Pmot is determined corresponding to the required braking force Preq at time t2, and has different forms according to the difference in the required braking force Preq.
  • the control means 150 determines that the in-valve (first in-valve 120) is closed at time t2 when it is determined that the wheel speed of the slip wheel is equal to the wheel speed of the other wheels.
  • the second in valve 124) is opened and the opened out valve (the first out valve 128 or the second out valve 130) is closed.
  • the control means 150 selects a pattern corresponding to the required braking force Preq at time t2 from the data (graph) shown in FIG. 4, and reduces the regenerative braking force Pmot along the selected pattern until time t3.
  • a braking force substantially equal to the required braking force Preq is generated in the vehicle. That is, from time t2 to time t3, a braking force substantially equal to the required braking force Preq is generated in the vehicle by the combined use of the friction braking force Poil and the regenerative braking force Pmot, and after time t3, the required braking force Preq is generated by the friction braking force Poil. To occur.
  • the control unit 150 of the present embodiment activates the anti-lock control until the wheel slip is eliminated. Therefore, the control means 150 eliminates slipping of the slip wheel when the wheel speed of the slip wheel becomes equal to the wheel speed of the other wheels or when the wheel speeds of all the wheels become wheel speeds corresponding to the vehicle speed. (Time t2). Then, when it is determined that the slip of the slip wheel has been eliminated, the control means 150 increases the friction braking force Poil and decreases the regenerative braking force Pmot in a state where the antilock control is activated (antilock control pressure increase control). . Thereby, when a slip wheel is generated after time t3, the control means 150 can preferably eliminate the slip of the slip wheel by increasing or decreasing the friction braking force Poil.
  • the vehicle brake system 10 of the present embodiment shown in FIG. 1 includes the friction braking force Poil generated by the brake hydraulic pressure generated by the motor cylinder device 16 and the regenerative braking force generated by the electric motor 200 generating regenerative power.
  • a braking force is applied to each wheel (right front wheel WFR, left rear wheel WRL, right rear wheel WRR, left front wheel WFL) in combination with Pmot.
  • the antilock control is activated to ensure the stability of the vehicle.
  • the friction braking force Poil of the slip wheel is reduced in order to eliminate the wheel slip.
  • the reduced friction braking force Poil is increased (recovered) to the required braking force Preq requested by the driver.
  • the braking force that is insufficient while the friction braking force Poil increases to the required braking force Preq is compensated by the regenerative braking force Pmot.
  • a braking force corresponding to the required braking force Preq is quickly generated in the vehicle by the combined use of the friction braking force Poil and the regenerative braking force Pmot. . Therefore, the uncomfortable feeling felt by the driver who depresses the brake pedal 12 is reduced.
  • the control means 150 shown in FIG. 1 when the control means 150 shown in FIG. 1 is operating the anti-lock control, when the slip ratio of at least one slip wheel becomes a predetermined value or less, the control means 150 is connected to the suction valve 142 of the VSA device 18.
  • the regulator valve 116 may be closed, and a command may be given to the motor cylinder device 16 to reduce the brake fluid pressure generated by the motor cylinder device 16.
  • the suction valve 142 and the regulator valve 116 function as a cutoff valve provided between the motor cylinder device 16 and the first common hydraulic pressure path 112.
  • the control means 150 closes the shut-off valve provided between the motor cylinder device 16 and the first common hydraulic pressure path 112, and supplies the brake hydraulic pressure from the motor cylinder device 16 to the first common hydraulic pressure path 112. Shut off. Further, when the control means 150 is operating the anti-lock control, if the slip ratio of at least one slip wheel becomes larger than a predetermined value, the control means 150 causes the brake fluid generated in the motor cylinder device 16 to be generated. The pressure may be reduced (the friction braking force Poil is reduced) and / or the regenerative braking force Pmot may be reduced.
  • the control means 150 opens the closed in-valve (first in-valve 120 or second in-valve 124) and opens the opened out-valve (first out-valve 128 or second out-valve 130). The valve is closed and the brake fluid in the first common hydraulic pressure path 112 is supplied to the wheel cylinders (32FR, 32RL, 32RR, 32FL).
  • control means 150 drives the pump 136 of the VSA device 18 to send the brake fluid introduced into the reservoir device 132 to the first common hydraulic pressure passage 112 to increase the brake hydraulic pressure in the first common hydraulic pressure passage 112. Boost the pressure.
  • the brake fluid pressure supplied to the wheel cylinders (32FR, 32RL, 32RR, 32FL) is increased, and the friction braking force Poil generated in the vehicle is increased.
  • the delay time Dtim occurs for the brake fluid to flow from the first common hydraulic pressure path 112 to the wheel cylinder, and as a result, the friction braking force Poil generated in the vehicle increases to the required braking force Preq. Until the delay time Dtim occurs. Therefore, it is preferable that the regenerative braking force Pmot is generated so that the friction braking force Poil compensates for the braking force that is insufficient for the required braking force Preq at the delay time Dtim.
  • the front wheels (right front wheel WFR, left front wheel WFL) shown in FIG. 1 are drive wheels, and the rear wheels (right rear wheel WRR, left rear wheel WRL) are non-drive wheels, but the rear wheels are drive wheels.
  • the present invention can be applied to a vehicle whose front wheels are non-driven wheels.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/JP2014/059324 2013-03-28 2014-03-28 車両用ブレーキシステム WO2014157683A1 (ja)

Priority Applications (8)

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JP2015508799A JP6040306B2 (ja) 2013-03-28 2014-03-28 車両用ブレーキシステム
AU2014244937A AU2014244937B2 (en) 2013-03-28 2014-03-28 Vehicular brake system
MX2015013553A MX348398B (es) 2013-03-28 2014-03-28 Sistema de freno vehicular.
CA2904495A CA2904495C (en) 2013-03-28 2014-03-28 Vehicular brake system
BR112015024404A BR112015024404A2 (pt) 2013-03-28 2014-03-28 sistema de freio de veículo
EP14776251.2A EP2979941B1 (de) 2013-03-28 2014-03-28 Fahrzeugbremssystem
US14/773,895 US10358037B2 (en) 2013-03-28 2014-03-28 Vehicular brake system
CN201480014166.7A CN105189220B (zh) 2013-03-28 2014-03-28 车辆用制动***

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JP2013069890 2013-03-28

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DE102017113563A1 (de) * 2017-06-20 2018-12-20 Ipgate Ag Bremssystem
CN109808501B (zh) * 2017-11-22 2022-08-02 河南森源重工有限公司 一种电动汽车制动能量回收的方法及其***
KR102528292B1 (ko) * 2018-05-30 2023-05-03 에이치엘만도 주식회사 전자식 브레이크 시스템
CN109398097B (zh) * 2018-10-16 2020-09-11 北京新能源汽车股份有限公司 车轮制动力矩控制方法、装置及制动能量回收控制***
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CN112319455B (zh) * 2020-02-24 2022-04-19 长城汽车股份有限公司 用于车辆的扭矩控制方法及装置
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US20160031326A1 (en) 2016-02-04
EP2979941A4 (de) 2017-03-01
AU2014244937B2 (en) 2016-09-29
AU2014244937A1 (en) 2015-09-24
JPWO2014157683A1 (ja) 2017-02-16
CN105189220B (zh) 2017-12-08
JP6040306B2 (ja) 2016-12-07
CN105189220A (zh) 2015-12-23
CA2904495A1 (en) 2014-10-02
MX348398B (es) 2017-06-08
US10358037B2 (en) 2019-07-23
BR112015024404A2 (pt) 2017-07-18
CA2904495C (en) 2017-10-24
MX2015013553A (es) 2016-02-05
EP2979941A1 (de) 2016-02-03

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